Anti-detonation fuel delivery system

ABSTRACT

A fuel processing device is provided that produces properly sized fuel aerosol particles that when mixed with combustion air, reduces or eliminates detonation (knock) in internal combustion engines thus reducing fuel octane requirements for engines of a given compression ratio and increasing efficiency of the engine. The device includes an adapter between a fuel injector and a port for the fuel injector, the adapter being generally of a hollow cylindrical configuration closed to external gasses at an end that sealably receives the fuel injector. A plurality of plates are disposed in the adapter, the plates provided with a central opening, with radially extending slots extending away from the central opening. Each slot may have one edge configured with a vane that creates turbulence in the air/fuel mix passing through the adapter so that larger droplets are broken up into smaller droplets until an optimum droplet size is reached. A first plate may be configured to spread out the spray from the fuel injector so that the spray is processed by following plates.

CROSS REFERENCE TO RELATED APPLICATIONS

[0001] This application is a continuation-in-part of pending U.S. patentapplication Ser. No. 10/101,250, filed 19 Mar. 2002.

FIELD OF THE INVENTION

[0002] This invention relates to internal combustion fuel systems, andparticularly to such a system wherein an atomizing device communicatingwith an interior of an intake manifold or throttle body serves toaerosolize the fuel so that droplet size of the fuel is withinpredefined limits, allowing the engine to operate with a highercompression ratio and/or a lower octane rating.

BACKGROUND OF THE INVENTION

[0003] A large number of methods for producing fuel air mixtures forreciprocating internal combustion engines are known, and many arepatented. As far as Applicant is aware, previously disclosed methods allattempt to produce a fuel vapor mixed thoroughly with air. In some ofthese methods, fuel is heated, some instances to approximately a boilingpoint of the fuel, in order to convert the fuel to a gas prior to itsinduction into a combustion chamber. Virtually all attempt to eliminatefuel droplets based on the belief that fuel droplets in the fuel/airmixture cause inefficient combustion and generate more pollutants in theexhaust.

[0004] However, providing a stoichiometric fuel/air mixture wherein thefuel is in a vapor form also provides a readily explosive mixture. Thisbecomes a problem when loading on an engine causes pressure increases incombustion chambers thereof sufficient to raise a temperature of thefuel/air mixture to or beyond its ignition point. This in turn causesthe fuel/air-mixture to explode all at once rather than burning evenlyin an outward direction from the spark plug), a condition commonly knownas “knock” or “ping” due to the noise created as bearings of therotating parts of the engine are slammed together under the force of theexplosion, which occurs as the piston is still moving upward in thecylinder. As might be imagined, such a condition is deleterious tobearings and other parts of the engine, and greatly shortens enginelife.

[0005] In accordance with the present invention (referred to in oneembodiment hereinafter as “Star Tube”), an apparatus for processingliquid fuel is provided, the process converting fuel into a fog-likeaerosol having droplets of a predetermined maximum size with a minimumof vapor. The object of this invention is to promote faster burning ofliquid fuel in internal combustion engines such as Otto-cycle engines,two-stroke engines, Wankel-type engines and other engines, includingturbine engines, that compress a fuel/air mixture that is or close tobeing stoichiometrically correct just prior to ignition, thus reducingfuel octane requirements for engines of a given compression ratio andcausing turbine engines to burn cleaner. This is achieved because fueldroplets “burn” at a slower rate than a gas/air mixture that explodes,thus reducing the tendency of an engine to knock. Here, it is believedthat a fuel droplet within the aforementioned range may burn in layers,so that as an outer layer of the fuel droplet is burned off, oxygen istemporarily depleted around the droplet. Oxygen then surrounds thedroplet as combustion gases around the droplet expand and dissipate,allowing the next layer to burn off. This process is repeated until thefuel droplet is fully burned.

[0006] It may also be possible that since, in the instant invention,fuel is initially sprayed into a confined tube, vapor saturation andcooling within the tube prevents further evaporation of the fueldroplets, causing the fuel droplets to remain at a relatively constantsize as they travel to the combustion chamber. Here, as the fuel issprayed into the tube, lighter, more volatile components of the fuelinstantly flash into vapor and increase hydrocarbon vapor pressurewithin the tube, cooling and suppressing evaporation of the remainingfuel droplets. The heavier-component fuel droplets are processed by theStar Tube to reach a size sufficiently small so as to travel with alocalized region of lighter-component fuel-saturated air into thecombustion chamber.

[0007] In accordance with the foregoing, it is one object of theinvention to provide apparatus for decreasing or eliminating engineknock by aerosolizing fuel into a fog of fuel droplets, the dropletsbeing of a maximum predetermined size. It is another object of theinvention to provide apparatus for generating a fuel/air mixture whereinthe fuel is incorporated into the droplets to as great an extent aspossible, with as little vapor as possible. It is yet another object ofthe invention to enable an internal combustion, spark ignition engine tooperate normally without knock using a fuel of a lower octane ratingthan the engine would otherwise be required to use, and to increaseefficiency of the engine. Other objects of the invention will becomeapparent upon a reading of the following appended specification.

BRIEF DESCRIPTION OF THE DRAWINGS

[0008]FIG. 1 is a diagrammatic view of the broadest concept of theinvention wherein a variety of devices may be used as one component ofthe system.

[0009]FIG. 1a is a diagrammatic view of a particular anti-detonationfuel delivery system of the present invention.

[0010]FIG. 1b is a diagrammatic view showing particulars of constructionrelated to another embodiment of the present invention.

[0011]FIG. 2 is a cut-away view of the embodiment shown in FIG. 1a.

[0012]FIG. 2a is an end view of the embodiment shown in FIG. 1a.

[0013]FIG. 2b is a cut-away view showing particulars of construction ofanother embodiment of the invention.

[0014]FIG. 2c is a cut-away view of another embodiment of the invention.

[0015]FIG. 2d shows, by way of example, a diffuser plate of theinvention.

[0016]FIG. 3 is a top view of a star spin-and-shear plate of theembodiment of FIG. 1a.

[0017]FIG. 4 is a side view of the Star Spin-and-Shear-Plate of theembodiment of FIG. 1a.

[0018]FIG. 5 is a cut-away view of a star spin-and-shear plateillustrating particulars of operation.

[0019]FIG. 6 is a cut-away, diagrammatic view of a cylinder andcombustion chamber of a diesel engine fitted with a Star Tube of theinstant invention.

DETAILED DESCRIPTION OF THE DRAWINGS

[0020] The basic principle of operation of the present inventioninvolves providing a fuel spray having droplets of a predetermined size,generally from about 50 microns or so down to just larger thansub-micron clumps of fuel generally considered to be vapor. In abroadest concept of the invention, and as shown in FIG. 1, a throttlebody or intake manifold 1 is provided with any device 2 capable ofreceiving liquid fuel from a fuel tank 3 and associated fuel pump 4, andconverting it into droplets 5 of the described size and providing thedroplets to an induction airflow of an internal combustion engine.Droplets that are too large, and to any extent possible fuel vapor, arereturned to tank 3 via line six.

[0021] Oversize droplets can be isolated by centrifugal force in avortex or controlled path, or screens can be used to trap oversizedparticles.

[0022] Pursuant to the invention, devices such as piezoelectricatomizers, ceramic sieves receiving pressurized fuel specialized nozzlessuch as SIMPLEX™ nozzles and LASKIN™ nozzles, air pressure atomizers,rotary cup atomizers, inkjet-like devices that operate using inkjet orbubble jet technologies, insecticide spray nozzles and other nozzlessuch as SPRAYTRON™-type nozzles available from CHARGED INJECTIONCORPORATION of New Jersey may be incorporated into a throttle body orintake manifold. In addition, devices such as the NEBUROTOR™ availablefrom IGEBA GERAETEBAU CORPORATION of Germany. This device uses amotor-driven rotating blade to break the liquid fuel into droplets ofthe desired size.

[0023] In one particular embodiment of the instant invention, part ofthe normal airflow through the intake manifold is diverted and utilizedto process fuel sprayed by one or more fuel injectors into droplets of amaximum predetermined size. This embodiment uses a series of vanesangularly positioned to spin the diverted induction air flow and fueldroplets, forcing the air and fuel droplets in a flow path through slitsthat are formed by the vanes. The vanes also create turbulence in theflow path, causing mechanical breakup of the fuel into smaller droplets.Within these combined actions, the spiral path creates centrifugal forceon the fuel droplets that tend to tear the droplets apart, and theturbulence helps to shear apart oversized particles. As the dropletsbecome successively smaller as they pass through the Star Tube, it isbelieved that the centrifugal and shearing forces overcome surfacetension in the liquid fuel droplets until an equilibrium point betweenthe centrifugal and shearing forces and the surface tension of thedroplet is reached. Also, as the particle sizes approach the desiredupper limits, spin along the axis of the Star Tube causes particles thatare still above the desired size to drift outward from centrifugal forceinto narrower regions of successive vanes for more processing, whileallowing correctly sized particles to flow generally near or throughcentral openings in each plate and which are along the axis of the StarTube. After exiting the Star Tube, the resulting aerosol fog and fuelvapor is mixed with the rest of the induction air stream and thefuel-air mixture is drawn into a combustion chamber.

[0024] The method described herein creates a fuel-air mixture thatallows a fuel with a lower octane rating to be used without knock in ahigher compression spark ignition engine that would otherwise require ahigher octane fuel to operate properly. Significantly, in the embodimentof FIG. 2c, Applicant's Star Tubes, when used in aircraft enginesrequiring leaded fuel, lower octane requirements for the aircraft engineso that these engines reliably operate using conventional unleaded fuel.In addition, efficiency of the engine is increased, which efficiencybeing enhanced by retarding the spark. Here, it is to be noted thatefficiency of some aircraft engines has been improved 25 percent or moresimply by adding the Star Tubes and retarding the spark.

[0025] As stated, many combinations and permutations of various devicesand methods for producing fog-like aerosols with approximately the samedroplet size may be utilized. Through extensive experimentation,Applicant has discovered that when an aerosolized fuel with properlysized droplets is used in an internal combustion spark ignited engine,the aerosolized fuel reduces or eliminates engine knock. Fuel particlesthat are too large will not burn completely, causing loss of power andunburned hydrocarbons in the exhaust gas. On the other hand, if thedroplets are too small and too much vapor is developed in theaerosolization process, the smaller droplets and vapor may spontaneouslydetonate (knock) due to increased engine compression as the engine isloaded or if the compression ratio of the engine is too high for theoctane rating of the fuel. Empirically derived results have demonstratedthat a generally desired particle size range is less than about 50microns or so in diameter and larger than the sub-micron clumps ofmolecules that are generally considered to be vapor. Within this range,a droplet size of about 20-30 microns or so appears to be optimal. Abovea droplet size of about 50 microns, power begins to drop off andunburned hydrocarbon levels began to increase in the exhaust gases.

[0026] As described herein, FIG. 1a illustrates, by way of example, onepossible embodiment of a Star Tube adapter 10 which may be mountedbetween a conventional fuel injector 12 and an injection port 14 in athrottle body 16 (dashed lines) or in an intake manifold of an internalcombustion engine. Conventionally, a fuel injector 10 is fitted toinjection port 14 so as to provide a spray of fuel to induction air, asindicated by arrow 18, flowing through the throttle body and intakemanifold. As shown, one end B of Star Tube adapter 10 is configured toreceive the injection end of a fuel injector 12, with the other end A ofthe fuel injector configured so as to be mountable in a fuel injectionport 14 that otherwise would receive the fuel injector. In somecurrently manufactured engines, there is more than 1 fuel injector inrespective ports in the throttle body that provide fuel to all thecylinders of the engine, thus there is a Star Tube for each respectiveinjector. A portion of the induction air 18 flowing through the throttlebody (or intake manifold) 16 enters openings O in end B of the StarTubes to create turbulence in order to break up the fuel droplets. Inother engines where there is a fuel injector and corresponding injectionport for each combustion chamber, these ports are typically located inthe intake manifold proximate to a respective intake port or valve, withthe fuel injector body mounted outside the intake manifold. Here, and asstated, the Star Tube may be configured at this end A to fit theinjection port, as by being of a reduced diameter, and be configured atthe other end B as an injection port so as to receive the injecting endof a fuel injector. In this instance, a portion of the induction air maybe routed or directed to the Star Tube so as to create a motive airflowtherethrough, or a carrier gas may be provided independently of theinduction airflow. This carrier gas may be an inert gas such as drynitrogen or filtered atmosphere gasses, or a combustible gas such aspropane or butane. Where propane or butane is used, an octane rating offuels having a lower octane rating is beneficially increased due to thehigher octane rating of propane and butane. In addition, the carrier gasmay be or include an oxidizing gas such as nitrous oxide, which may besupplied through the Star Tubes in a quantity or proportion commensuratewith its use as a racing additive. In this instance, the motive flow ofgas through the Star Tube may be switched between another gas that mayor may not be combustible and the nitrous oxide. In addition, othergasses that raise octane rating of the fuel, provide anti-pollutionqualities, increase power output of the engine or increase surfacetension of the fuel droplets may also be used, either alone or incombination. Further, vapors from liquids may also be used, such asalcohol. Thus, it should be apparent that any gas or vapor orcombination thereof may be used for generating a gaseous flow throughthe Star Tubes, this flow being of a sufficiently high rate so as togenerate turbulence to mechanically break the fuel droplets into smallerdroplets having a size within the predetermined range as describedabove.

[0027] As shown in FIG. 1b, a supply of gas may be coupled to the StarTubes by an annular hollow collar 20 open on a bottom side next toopenings O in the end of the Star Tubes, and fitted to a top of the StarTubes. Injectors 12 fit in the opening of the annular collar andcommunicate with an interior of the Star Tube assembly. The supply ofgas 22 is provided to collar 20, and may be valved by a valve 24 (dashedlines) operable to release a burst of gas in conjunction with the fuelinjector being energized to release a spray of fuel. In other instances,the gas would simply flow continuously. In another embodiment, StarTubes 10 may simply be closed at a top and except for a port for thefuel injector, with gas 22 being supplied directly to the Star Tubes. Inall instances where needed, the Star Tube and fuel injector areconventionally mounted and supported by brackets or similar structure(dashed lines in FIG. 1a), as should be apparent to one skilled in theart.

[0028] As many modern engines test exhaust gas products to determinequantity of fuel to be provided to the induction air, addition of any ofthe aforementioned gasses or vapors to induction air would becompensated for by the engine controller in order to keep the fuel/airmixture at a stoichiometric proportion. Further, in the instance wherethere is a fuel injector for each combustion chamber, an aftermarket orOEM manifold may be provided with provisions to house the fuel injectorsand Star Tubes in a position proximate a respective intake port of acombustion chamber, with possibly an air scoop or independent channelcast or mounted in the interior of the intake manifold to direct anappropriate proportion of induction air through the Star Tubes.Alternately, an amount of gas or vapor flowing through the Star Tubesmay be controlled, as by a computer such as an engine controller, tomaintain or assist in maintaining a stoichiometric fuel/air mixture orto increase or decrease a flow of motive gas through the Star Tube tocompensate for changes in induction airflow, as when the acceleratorpedal is depressed to a greater or lesser degree. Alternately,mechanical linkages coupled to valving apparatus may be employed forsuch increases and decreases in the motive flow through the Star Tubes.

[0029] With reference again to FIG. 1a, and as described, a Star Tube 10may be mounted in the throttle body or intake manifold 16 between arespective fuel injector and an associated injection port. Typically,the liquid fuel is pumped by a low pressure fuel pump 26 in a fuel tankto a high pressure fuel pump 28, which conventionally develops fuel flowas shown to the fuel injectors 12. Injectors 12 produce pulsed sprays ofaerosol fuel as controlled by an engine controller (not shown), whichdetermines both quantity and timing of the sprays. These sprays ofaerosol fuel from the fuel injectors 12 are fed directly into Star Tubes10 where the spray is processed into smaller droplets of 50 microns orless in diameter, and subsequently fed into the throttle body, intakemanifold or any other regions in which fuel would be appropriatelyinjected. Induction air and the fuel aerosol as processed by the StarTubes is then drawn into a combustion chamber (not shown). The fuelfeeding the fuel injectors may be conventionally regulated to a constantpressure by fuel pressure regulator 30, which relieves excess pressureby bleeding high pressure fuel via return line 32 to fuel tank 34 asshown by arrow 36, along with any vapor that has formed within the highpressure feed line. Of course, any of the devices shown and describedfor FIG. 1 may be substituted for the Star Tubes 10.

[0030]FIG. 2 shows a cross section of one of Star Tubes 10. Initially,at an end B of the Star Tube that receives an injection end 38 of a fuelinjector, a cap, as shown enlarged in FIG. 2a, or other closure 40 maybe configured with an opening 41 which may be tapered to match a taperof fuel injection end 38. Positioned in cap 40 around injection end 38is a plurality (9 shown) of openings O, which may be sized to handle airflow through the Star Tube for a particular engine. In the example ofFIG. 2, a Star Tube constructed for use in a 350 cubic inch displacementengine is shown. In a popular, conventional version of this particularengine, there are four fuel injectors mounted in ports positioneddirectly in the airflow of a throttle body of the engine, with the fuelinjector and Star Tube mounted and supported by brackets (schematicallyillustrated by dashed lines). As such, a Star Tube is mounted betweeneach port and a respective fuel injector. While a plurality of openingsO are disclosed, other sizes and types of openings are also workable.For instance, as shown in FIG. 2b, a single, annular opening 37 aroundend 38 of fuel injector 12 may be provided, possibly out to the innerdiameter of the Star Tube, or a smaller number of larger openings O maybe constructed in end B of the Star Tubes. In addition, and as stated,valves coupled to openings O or a single valve coupled to the end of theStar Tube may be used to release a burst of gas or vapor in conjunctionwith injector 12 being energized to release a spray of fuel. Asdescribed above, a most significant feature of the Star Tubes and gasflow therethrough is that the fuel droplets are broken up into dropletssmaller than about 50 microns or so. In addition, formation of dropletsby the Star Tubes tends to minimize fuel vapor formation in theinduction airflow.

[0031] As stated, a Star Tube that has been found to work well for the350 cubic inch engine is shown in FIG. 2. In this embodiment, the tubeportion 42 is about 1.5 inches outside diameter and about 1 inch insidediameter. Cap 40 is provided with a plurality (9 shown) of openings Oaround a periphery of the cap, these openings O each being about 0.187inch in diameter. A central opening 44 in cap 40 is about 0.5 inch indiameter to receive the fuel injector end 38. In the instance wherethere is simply an annular opening around end 38 of the fuel injector incap 40 or where cap 40 is omitted entirely, the injector body would besupported exterior of the Star Tube so that end 38 is generallycoaxially positioned with respect to the end of the Star Tube, formingan annular opening around the injector end 38.

[0032] The region of the tube portion 42 immediately adjacent cap 40,which may be about 0.250 inches thick, is tapered on an interior sideover about a 0.5 inch length of the tube portion as shown in order toprovide a clearance for openings O, which may be located around aperiphery of cap 40 and to provide a feeder region for fuel spray fromthe injector. Additionally, this taper may somewhat compress air flowingthrough openings O, advantageously speeding up velocity of air flowingthrough the Star Tube. Alternately, the Star Tube may be constructed ofthinner material. As such, the spray of fuel from the fuel injector isinitially introduced into the Star Tube along with a flow of gas. Theflow of gas and fuel droplet spray then encounters a plurality (5 shown)of serially arranged Star-Spin-and-Shear-Plates 46 spaced about 0.75inch from one another, with the closest star plate to the injector beingspaced about 0.75 inch from the interior transition of the taper. Thestar spin-and-shear plates may be mounted in the tube as by aninterference fit between edges of each plate and an interior of a tube,by lips or supports constructed along an interior surface of the tubethat the plates rest on, by bonding the plates within the tube, securingby fasteners, or any other obvious means for securing the plates withinthe tube, as represented by blocks 48 in FIG. 2. Further, in the event aplate inadvertently loosens within a Star Tube, an end of the Star Tubeclosest to a respective intake manifold port or throttle body port maybe slightly narrowed or otherwise constructed so that the starspin-and-shear plate is not drawn into the intake manifold where itcould impact a valve or enter a combustion chamber.

[0033] The Star spin-and-shear plates 46 each have a plurality of typesof openings (FIG. 3), these openings being a central opening 50 of about0.5 inches in diameter and a plurality, in this instance 6, of narrowingspoke-like openings or slits 52 communicating with and radiallyextending from central opening 50. As shown in FIG. 3, openings 52 maybe initially relatively wide at central opening 50, and angularlyconverge to a point 54 radially positioned at approximately 50 percentto 85 percent or so of a diameter of the plates 46. A ratio of thediameter of plate 46 with respect to central opening 50 may be about 3to 1, but a range of about 1.5 to 1 or so up to about 5 to 1 has beendiscovered to be workable.

[0034] As a feature of the invention, FIGS. 3-5 also illustrate adownwardly depending vane 56 positioned on edges of each of openings 52.Vanes 56 may be downwardly angled, as shown in FIGS. 4 and 5, at aboutfrom a few degrees to almost 90 degrees from a plane of the plate.However, in one contemplated embodiment that works well, a vane angle ofabout 40 degrees is used. Vanes 56, in conjunction with an opposed edge58 of openings 52, serve to provide edges 60 (FIG. 5) that createturbulence when the airflow passes through a respective opening 52. Thisturbulence shears and breaks up larger fuel droplets into smallerdroplets as the flow passes through successive star plates 46 until adesired droplet size of about 50 microns is reached. In addition, sinceall vanes 56 may be oriented to direct airflow in the same direction, anet spin of the aerosol mix through the Star Tube may be provided(clockwise in FIG. 3), causing larger fuel droplets to drift outward dueto centrifugal force toward a perimeter of the Star Tube, where they areforced to pass through a narrower portion of openings 52 whereturbulence through the narrower opening is greater. Here, this greaterturbulence developed by the narrower regions of openings 52, incombination with sharp or abrupt edges 60, causes the larger droplets tobe broken up into smaller droplets. As such, smaller fuel droplets thatare not as greatly affected by centrifugal force are prone to passthrough portions of openings 52 closer to, or through central openings50.

[0035] In addition, it has been found that the vanes may be angledeither upward or downward, with approximately equal performance withrespect to breaking up larger droplets into smaller droplets. Here,while the rotation imparted by downwardly extending vanes causes axialspin of fuel/air mixture through the Star Tube, upwardly extending vanesalso creates spin through the Star Tube, in addition to theaforementioned shearing action around edges of openings 52.

[0036] While a star shear-and-spin plate is disclosed, otherconfigurations of plates with openings therein have been tested and havebeen found to work, albeit to a lesser extent but to an extent which maybe practical. For instance, in one test the star shear-and-spin plateswere replaced with conventional flat washers. In this example, spin ofthe airflow was eliminated while providing relatively sharp or abruptedges around central openings in the washers that developed turbulence.This embodiment worked about 40% as well as the star shear-and-spinplates having radially extending slits. From this, it should be apparentthat openings of any configuration in the plates may be used. This wouldinclude star-shaped openings, rectangular openings, square openings, orany other opening configuration. In addition these openings may bealternated between successive plates so that a first plate may have oneparticularly configured opening and the next plate may have adifferently configured opening, and so forth. In another embodiment ofthe invention, tenon-type nuts, which have a central opening and angledvane-like extensions extending away from the central opening, have beenfound to work well in place of the star plates.

[0037] At an opposite end of the Star Tube (the tube configured at thisopposite end to be fitted into a fuel injector port of an intakemanifold or throttle body) the processed fuel/air mixture is drawn intoa throttle body or intake manifold, where the processed fuel aerosolparticles suspended in the carrier air flowing through the Star Tube aremixed with induction air flowing through the throttle body or intakemanifold and subsequently drawn into a combustion chamber.

[0038] While 6 spoke-like openings 52 are shown, more or fewer of theseopenings 52, such as about three or so or more, may be used. Likewise,while 5 star plates are shown, fewer or more of these plates may beused, such as from about 1 to 7 or so. Also, the Star Tubes, starspin-and-shear plates and openings in the star plates may be scaled asnecessary depending on displacement of the engine and number of StarTubes per cylinder.

[0039] As a primary function of a fuel injector is to provide a selectedamount of fuel as determined by an engine controller, the fuel injectorsimply serves as a variable valving device responsive to the enginecontroller. As such, it may be possible to replace the fuel injectorwith a valve that provides the required amount of fuel to a Star Tube orany device as described for FIG. 1 responsive to signal from an enginecontroller, with the Star Tube or other device breaking up the fuel intodroplets of the predetermined size of about 50 microns and less. Inaddition, the Star Tube may use any arrangement of horizontal vanes tospin the air and fuel mixture through the Star Tube, forcing the largerfuel droplets to drift outward and pass through narrower portions of thehorizontal slits that are formed by the vanes, in turn causing theirmechanical breakup into smaller droplets. In this embodiment, themixture also has induced spin around the axis of the Star Tube as wellas turbulent spin from passing through the slits. The combined spinscreate centrifugal forces, that in combination with shearing edges, tendto tear the larger droplets apart.

[0040] As the droplets get successively smaller, it is believed thatcentrifugal and shearing forces overcome the surface tension in theliquid droplet down to an equilibrium point where the droplets cannot befurther reduced, which as stated is from about 50 microns down tosub-micron clumps just larger than vapor. The resulting aerosol fog isthen recombined with the rest of the induction air, with the carrier gaspassing through all the Star Tubes of an engine being up to about 5% orso of the total induction air flow through the throttle body or intakemanifold. The process of breaking up the larger droplets may further beassisted or regulated by additives in the fuel to limit breakup beyond aselected smallest size, such as 1-10 microns or so. Here, the additivemay be selected so as to increase surface tension in the fuel dropletsso that the smallest droplets do not break up into yet smaller dropletsthat may evaporate into vapor. For instance, the addition of a smallamount of heavier oil or a fuel oil to gasoline, or addition of a smallamount of glycerin or castor oil to alcohol, may increase surfacetension or reduce volatility of the fuel so as to facilitate dropletformation and minimize vapor formation.

[0041] In another embodiment of a Star Tube, and referring to FIG. 2c, aclosed Star Tube 100 is shown. This embodiment does not require anyexternal source of carrier gas. In this embodiment, which may be mostadvantageously used in fuel injected engines having a fuel injector port102 located in an intake manifold 104 near an intake valve, a fuelinjector 106 is mounted in a port 108 in a closed end 110 of the StarTube 100. As shown, the other end 112 of Star Tube 110 is configuredsimilarly to end 38 of fuel injector 106, and sealably mounted in port102 in place of the end of the fuel injector. Star spin and shear plates114 are mounted within Star Tube 100 as described in the foregoing.

[0042] It has been discovered with respect to this embodiment of theinstant invention, that when fuel is initially sprayed into the closedenvironment of the Star Tube, hydrocarbon vapor saturation and coolingof fuel droplets within the tube prevents further evaporation of thefuel droplets, causing the fuel droplets to be reduced in sizemechanically rather than by evaporation as the fuel droplets travelthrough the tube. Here, as the fuel, and particularly with respect togasoline and other volatile fuels, is released from pressure of the fuelrail and exposed to the partial vacuum created by the downward travel ofa nearby piston via the open intake valve and fuel injector port 102,lighter, more volatile components of the fuel instantly flash into vaporand increase hydrocarbon vapor pressure within the tube, suppressingfurther evaporation of the fuel droplets and generating a vapor that,along with residual air expansion, drives the remaining fuel dropletsthrough the Star Tube. In addition, cooling due to rapid expansion ofthe evaporating lighter components of the fuel cools and stabilizes thefuel droplets within the closed environment of the STAR TUBE™. Asstated, the fuel is then processed mechanically by theturbulence-inducing devices in the STAR TUBE™ until the droplets reachthe maximum predetermined size of 50 microns or so. These droplets thenare believed to travel in a localized region, or bolus, of cooled, fuelvapor-saturated air to the combustion chamber. The fuel/air mixture isthoroughly mixed as it passes the intake valve and compressed in thecombustion chamber, causing a rapid, even burning of the fuel therein.Within this closed embodiment of the Star Tube (FIG. 2a), star plates114 may be spaced as close as 0.25 inches or so to each other, withdiameter of the tube and plates being advantageously expanded to aboutone half of an inch or so and from about 2 inches to four inches or soin length. The Star Tubes may be curved as needed to fit around intakemanifolds and other components of various manufacturers of engines.

[0043] In addition to the foregoing, it is also well known that when acold engine is started, only about ⅕ of the fuel is burned. Only afterthe engine warms does it become possible to burn the fuelstoichiometrically. During the warm-up period, the quantity of unburnedhydrocarbon pollutants produced by the engine are much greater than in awarm engine. Applicant's system for fuel processing also greatly reducessuch pollutants developed by a cold engine by providing an air/fuelmixture that burns more rapidly and completely than would otherwise bethe case.

[0044] As another feature of the invention, and referring to FIG. 2b, aturbine plate 118 is disclosed (by way of example) that in someinstances enhances performance of the Star Tube. This plate 118 may beconfigured having a flat turbine-like appearance, with a series ofblades 120 twisted so as to spin a flow of gas through openings 122between blades 120. As shown, blades 120 extend to or near the center ofplate 118. It has been found that some fuel injectors form a cone-shapedspray of fuel that may be as narrow as 15 degrees or so, forming astream of fuel that may be directed through the central opening of thefirst one or two star plates before beginning to be processed. When usedin place of the first star plate nearest the fuel injector tip, turbineplate 118 immediately breaks up a narrow stream of fuel to beginprocessing. As should be apparent, there are many configurations ofturbine vanes and propeller-type structures that would serve to receivea stream of fuel and immediately distribute it generally over thediameter of the Star Tube so that fuel processing begins immediately atthe turbine plate.

[0045] Several test engines have been adapted with Applicant's inventionin order to test feasibility, practicality and workability of the StarTubes. For instance, one such engine was adapted as described above, andperformed as follows:

[0046] Engine:

[0047] A Chevrolet 350 CID engine bored out 0.030 to provide about 355CID and a Compression Ratio of about 10.6:1.

[0048] Total runs done: more than 160.

[0049] Star Tubes: (Step Diffuser enhanced by Star spin)

[0050] Six Star-spoked openings, base to base: ¾ in.

[0051] Peak anti-detonation effect in this engine was found with 5 to 7Star steps. With more than 7 steps, power began to drop, probablybecause of fuel restriction. With 3 star plates, the effect was stillabout 80% of what it was with 5 star plates. In this engine;

[0052] Star plate OD: {fraction (15/16)} in.

[0053] Tube ID: {fraction (13/16)} in.

[0054] Tube OD: 1¼ in.

[0055] Smaller sized star plates and tubes still produced an effect butwith a proportional reduction in engine power. Sizing of the Star platesmay therefore be a function of airflow (almost akin to engine size)through the engine. Considerable latitude appears to exist, but largerarea star plates work better with larger displacement engines, andsmaller area star plates work better with smaller displacement engines.As a general rule, the Star Tubes work well when they receive about 5%of the total induction airflow through the intake manifold or throttlebody. The opening or openings in cap 12 around the fuel injector tip aregenerally sized to allow little or no restriction of gas flow throughthe tube.

[0056] Typically, engine runs were from 5000 rpm down to 2500 rpm, withdata readings taken by conventional engine monitoring equipment.Particle size was measured by a test rig wherein a Star Tube andassociated fuel injector was set up in a simulated throttle bodyconstructed of a transparent material. An air compressor or fan was usedto draw air through the simulated throttle body at speeds simulatinginduction airflow. Conventional laser interferometry equipment, such asthat used to measure size of pesticide droplets, was used to measure thefuel droplets size just after the Star Tube. Engine measurements weretaken at every 250 rpm from between 1500 rpm up to about 4500 rpm.Critical detonation data typically comes in between 3500 and 2800 rpm.Peak torque typically comes in between 3000 and 4000 rpm. Spark advancewas set for best torque (without detonation, if any). With C-12 (108octane racing fuel), there was never any detonation regardless of theamount of spark advance (this did not exceed 36 degrees). Using agasoline with an octane rating of about 80, peak torque with the StarTubes was typically at about 28 to 30 degrees spark advance. This wasalways equal to or better than peak torque with C-12. The runs with C-12runs were used to establish a baseline.

[0057] The Star Tube of the instant invention may also work with certaindiesel or diesel-type engines wherein the fuel is ignited bycompression. In this instance, and referring to FIG. 6, a cut-away,diagrammatic view of a diesel cylinder and combustion chamber 60 isshown. In this particular type of diesel engine, a swirl chamber 62 isconventionally provided in a head portion 64 of the combustion chamber,and a swirl cutout 66 is conventionally provided in a piston 68. Apassageway 70 communicates between swirl chamber 62 and a combustionchamber 72. A fuel injector 74 is mounted so as to inject fuel intoswirl chamber 62, with a Star Tube 76 of the present invention mountedin passageway 70 so as to receive fuel from injector 74 and convey fueldroplets to combustion chamber 72. It is to be noted that the Star Tube76 is sized so as to not completely fill passageway 70, thus allowingsome of the combustion air to bypass Star Tube 76.

[0058] Operation of the embodiment of FIG. 6 is as follows. During thecompression stroke, essentially all of the combustion air is compressedinto the swirl chamber. At the appropriate time, which is typically 2degrees or so before top dead canter for a diesel engine, fuel isinjected into the Star Tube. At the beginning of the fuel injection, itis believed a small combustion burn occurs in the Star Tube andprogresses to end 78 thereof, depleting the tube of oxygen and allowingthe remainder of the fuel droplets to be sprayed into the Star Tube. Theremainder of the fuel droplets flow through and are processed by theStar Tube when the piston begins to move down, allowing expansion of thegas in the swirl chamber.

[0059] Having thus described my invention and the manner of its use, itshould be apparent to those skilled in the art that incidental changesmay be made thereto that fairly fall within the scope of the followingappended claims, wherein

I claim:
 1. Apparatus for processing a fuel spray in an internalcombustion engine comprising: a fuel metering valve responsive to anengine computer to inject selected qualities of liquid fuel, and a portin said internal combustion engine for receiving said liquid fuel, atube closed at a first end to an external source of gas and receivingsaid selected qualities of liquid fuel from said fuel metering valve,and configured at an opposite, second end to be sealably fitted to saidport, a plurality of turbulence-inducing devices mounted inside saidtube, whereby as said selected quantity of liquid fuel flows past saidturbulence-inducing devices, said liquid fuel is processed intosize-limited droplets and subsequently mixed with an induction airflowof said internal combustion engine.
 2. Apparatus as set forth in claim 1wherein said size limited droplets have a maximum size of about 50microns.
 3. Apparatus as set forth in claim 2 wherein said size limiteddroplets are predominantly in a range of about 20-30 microns.
 4. Anapparatus as set forth in claim 3 wherein said plurality ofturbulence-inducing devices each comprises a plate having at least oneopening therein.
 5. Apparatus as set forth in claim 4 wherein aturbulence inducing device first receiving said liquid fuel from saidfuel metering valve is configured to disperse said liquid fuel generallyover a diameter of said tube.
 6. Apparatus as set forth in claim 5wherein said turbulence inducing device first receiving said liquid fuelis configured to direct fuel vapor and said liquid fuel circularly awayfrom an axis of said tube.
 7. An apparatus as set forth in claim 4wherein said opening is a centrally located opening, and furthercomprising a plurality of slits radially extending from said centrallylocated opening.
 8. An apparatus as set forth in claim 7 wherein saidslits are wider near said central opening and converge with distancefrom said central opening.
 9. An apparatus as set forth in claim 8wherein edges of said slits are configured to direct said flow of gasand said droplets in a spiral through said tube.
 10. An apparatus forreceiving a fuel spray from a fuel injector of an internal combustionengine and reducing said fuel spray into a cooled fuel fog, with fueldroplets in said fuel fog being less than about 50 microns in diameter,said apparatus comprising; a tube closed at a first end, with said fuelinjector sealably mounted in said first end, and configured at a secondend to sealably interface with a port for said fuel injector, aplurality of turbulence-inducing plates mounted in spaced apart relationin said tube, whereby as said fuel is sprayed into said tube, a portionof said fuel flashes into vapor, saturating an interior of said tubewith fuel vapor, cooling said fuel fog and driving a remaining liquidportion of said fuel spray through said tube and through saidturbulence-inducing plates so that said fuel spray is processed intosaid fuel fog due to turbulence from said turbulence-inducing plates,after which said vapor and said droplets are mixed with an inductionairflow of said internal combustion engine.
 10. An apparatus is setforth in claim 9 wherein said plurality of turbulence-inducing plateseach comprises a disk mounted in said tube generally perpendicular to anaxis of said tube, each said disk having at least one opening therein.11. An apparatus as set forth in claim 10 wherein said opening is acircular opening centrally located in said disk.
 12. An apparatus as setforth in claim 11 further comprising a plurality of slits extendingoutward from said circular opening.
 13. An apparatus as set forth inclaim 12 wherein each slit of said slits is wider at said centralopening and becomes narrower with distance away from said circularopening.
 14. An apparatus as set forth in claim 12 wherein one side ofeach of said slits is configured as a vane to direct said fuel vapor andsaid droplets flowing through said tube in a circular motion.
 15. Anapparatus as set forth in claim 10 wherein a said plate nearest saidfuel injector is configured to disperse said fuel spray generally over adiameter of said tube so that a following said turbulence inducing plateprocesses said fuel spray.
 16. In an internal combustion engine havingat least one combustion chamber, a method of fuel processing comprising:a) injecting a metered amount of liquid fuel under pressure into thetube of claim 1 wherein said liquid fuel flashes into fuel vapor,cooling and driving a remaining portion of said liquid fuel through saidtube and saturating an interior of said tube with said fuel vapor, b)flowing a cooled said remaining liquid portion of said liquid fuel pasta plurality of turbulence-inducing devices in said tube and configuredfor processing said liquid fuel into size-limited fuel droplets having amaximum size of about 50 microns, c) providing said size-limited fueldroplets and said fuel vapor to said combustion chamber.
 17. A method asset forth in claim 17 further comprising initially receiving saidmetered amount of liquid fuel with the plate of claim
 15. 18. A methodas set forth in claim 16 further comprising directing said remainingportion of said liquid fuel and said fuel vapor in a spiral through saidtube.